Closed pressure system for dispensing fluids



w. s. GEARHART ETAL 3,101,102 CLOSED PRESSURE SYSTEM DISPENSING FLUIDS Aug. 20, 1963 2' Sheets-Sheet 1 Filed July 6, 1951 /0 XEVL Aug. 20, 1963 w. s. GEARHART EI'AL 3,

cL'osED PRESSURE SYSTEM DISPENSING FLUIDS Filed July 6. 1961 2 Sheets-Sheet 2 Her-3 J4 Me: 144 HAM/40MB Uite States 3,101,102 CLOSED PRESSURE SYSTEM FGR DISPENSlNG FLUIDS Walter S. Gearhart, Clearfield, and James W. Hammond,

Emporium, Pa., assignors to Curtiss-Wright Corporation, a corporation of Delaware Filed July 6, 1961, Ser. No. 123,3d 15 Claims. (Cl. 141Z9) This invention relates principally to an improved liquid dispensing system and mechanism assembly adapted especially for safely filling or charging containers such as the fuel tanks of military and other vehicles with liquid (especially high volatile) fuels and at selectable rates of flow over an appropriately lange range. The invention provides significant improvements ina manually initiated and thereafter automatically controlled liquid dispensing nozzle and cooperating (e.g., tank adapter) equipment, designed especially (for closed pressure highrate recharging of vehicle fuel tanks, an object being to enable economization in filling time while providing means for effecting rapid and reliable shut down control of flow through the nozzle in response to one or more conditions such as are certain to obtain when the receiving container or tank has been adequately filled or when the filling operation should cease or be modified for other critically important reasons.

A further object is to provide, especially in a fuel dispensing system having a self-closing dispensing or control valve, a fluid-motor-operated trip or shutdown mechanism responsive to a suitable signal or condition requiring shutdown, wherein the motor operating force is supplied by the positive pressure of incoming fuel in a region upstream from the main or control valve as distinguished from the conventional vacuum responsive shutdown systerns which, in practice, are limited to small signal and operating pressure forces. As illustrated herewith the motor operating force is supplied as a total pressure function, e.-g. static pressure plus velocity head on part of incoming duel. p H

In a closed pressure duel filling system such aswill enable'rapid rechar-gingfof fuel tanks on military and other vehicles, failure of any primary autommic shutdown-mechanism, (erg, lloat-valv-eoperated, duel-levelresponsive) can be extremely hazardous to attendant personnel and associated fuel storage or receiving containers 7 because the customary outward pressure relief valve equipment thereof would not be designed with suflicient liquid discharge capacity or area safely to accommodate the final stage of a high rate filling operation if subjected directly to rapidly rising pressure transmitted to the provide, as an adjunct to a suitable autoniatic zfinel nozzle controlvalve mechanism, an emergency press-ureopen ated control valve shutdown producing mechanism inthe fueldispensing nozzle .unit and which operates independently of fuel level in the receiving tank orcontainer when 3,ldl,l02

v Patented Aug. 20,1953

properly mechanically connected to each other preparatory to any attempted fueling operation.

Other objects involve provision of a closed pressure fueling system having improved means reliably preventing a fuel dispensing nozzle thereof from operating to deliver fuel until but permitting delivery when the nozzle is in proper mechanical relationship (e.g., sealed and latched) to the container or tank to be charged; a rugged and dependable quickly operable means for latching a nozzlecomponent to a filler adapter component of the system; a nozzle unit having an effectual means for progressively venting vapor from the fuel-receiving tank therethrongh to any desired safe disposition point or region; an emergency or secondary shutdown device operated as a function of predetermined rise in pressure in a vented-vapor-conveying passage of the nozzle com municating with the tank or container, through its filling explained.

Other objects and novel features will become apparent from the following description of the preferred. form as shown in the drawings. The essential characteristics are summarized in the claims.

In the drawings FIG. 1 is a perspective view of a filler nozzle unit N and an adapter unit A he-rcofin operating relationship to each other.

2 is a (fragmentary assembly View, principally in central longituidnal section'showing the two units of FIG. 1 as coupled together for closed pressure fuel dispensing and showing a top portion of a. tank to be filled.

. PEG. 3 is a fragmentary enlarged (actually full scale) viewfofa portion of a quick releasable latch mechanism in condition enabling detachment of the nozzle unit from the filler adapter assembly. j f

FIG. 4 is a greatly enlarged detail fragmentary central sectional view of a valve device which operates to assure proper operative association of the nozzle and, adapter units before the nozzle can be operated. v

PEG; 5 is a detail sectionalview of a'total pressure dicated at '7'-7 on FIG. 6.

relief valve equipment via incompressible, i.e. liquid fuel. A further object of the present invention is to system including a nozzleunit and tankadapter unit detachably secured together by conveniently operable manually'releasable latching means,,, 11he system including a-primaryc automatic nozzle control valve shutoff nnechanism, wherein the manual latch releasing means is connected to operate the control valve in a-manner to ovenride-theautomaticshutoii mechanism and'being so arranged as; to'i-nsure discontinuance of fuel" ,feeiding through the .nozzle whenever the latchingmeans is released and," concomitantly, to preventlfuel flow, through i the nozzle in case the nozzle and adapter unitsfare not his a full, scale .firagmentary central sectional View of a filleradapter unit as shown "in lialf scale in,

FIG. 2;. i i ILLUSTRATED MECHANISM I v (General) A The presentsystem and mechanism embodiment if shownin' FIG-SS1 and 2 (nozzleand filler pipe assembly 1 comprising\demountably interconnected nozzle or nozzle valve unit or assembly N anda tank-supported filling adapter unitor assembly A) appear as'arrangcd for rapid rate,"'sealed 'or closed-pressure charging orrefilling of military and other vehicle duel-tanks. T-he tank 2, represented in FIG. 21 onlyfor reference purposes by the -rtop=wall portion 2" thereof, can be any container to be 1 ohangedwith fuel or other liquid ousor undesirablevapor. M Q

TANK A A T v V'llie-tank adapter assembly A- is sealingly; mounted on the tank'2 as at a flange 3-off adapter unit. 5 (herein' i 7 after usually adapter) whichrunit, as best shown inFI G 8, includes suitablyfintegrated outef'and' inner sleeve components and Adapter assembly A further includes" a suitable'glength stand pipe or filler tube's attached and apt to produce danger sealed to the inner sleeve charges fuel received from the nozzle unit N deep into the tank or near its bottom, preferably through a splitter or diffuser unit 9 of already known construction to prevent or minimize frothing during the desirably rapid or high rate closed pressure charging of the tank. Axially short tube 10, secured and sealed to the outer adapter sleeve component 6, will be hereinafter referred to as a vent skirt because, as normally practiced, all air or vapor leaving the tank 2 during the fuel-filling operation.

must pass therethrough (no other vent).

The usual or conventional vapor-venting means for the tank, prior to performance of the fueling operation by the present subject equipment, is or would be supported on a cap device, not shown, covering the top opening or' neck of the adapter 5 during normal operation of the vehicle. The preferred cap device is made as disclosed in a copending application of Michael M. Palm, Serial No.123,977 filed July 12, 1961, entitled, fuel tank cap.

A circular downwardly open space lit-a (FIG. 8) be tween adapter parts 6 and 7 leads to a series of radial openings 1% through the inner adapter part 7 to form a substantially unrestricted, adapter-associated vent passage for connection with a communicating, similarly unrestricted vent passages V in the nozzle unit as Will be described later.

NOZZLE OR CONTROL VALVE UNIT N (General) Nozzle or nozzle assembly N, as shown in FIGS. 1 and 2, comprises a main or control valve body or frame section C having a main tubular inlet passage portion C (shown as though horizontal) and, integral therewith, a tubular portion C incorporating an outlet or nose portion 0, (shown as though vertical). Nose portion 0 enters and is peripherally sealed, as will be explained,

button 12 of the linkage L is located on "a handhold portion H of the nozzle unit or assembly N above the fuel inlet portion C and above a manual control valve operating lever 14 which occupies a generally rectangular region guarding the lever and projects into an upper generally closed cavity or chamber portion 14a (FIG. 2) of a vertical tubular formation C" of the main housing section C.

The control valve lever '14 is arranged to enable manual opening of a self-closing, fuel metering or control valve assembly CV, FIG. 2, within a valve chamber VC formed in the lower part of the tubular formation C.

The readily detachable coupling latch mechanism L; control valve mechanism CV, and the push-button operated linkage L will be hereinafter morefull described, but at this point it may be noted that when the manual release button 12 is depressed to causetripping of the control valve CV to terminate fuel feeding a series of radially inwardly extendingspring loaded latch'pawls 80 of mechanism L, FIGS. .2 and 3, are caused to disengage component 7 and which disa peripheral locking slot 82 (FIG. 8) with which the pawls have previously been engaged or suggested at of latch pawls heing shown.

the left in FIG. 2, one'only of a circumferential series A fuel inlet passage 15 of the body portion C conhectedto afsupplyhose such as diagrammatically indicated at 15"in l co ntains the valve chamber'VC,

which communicates with a vertical outlet passage 16, FIG. 2, in the nose or outlet or discharge portion 0 of the nozzle. The longitudinal axis a of fuel outlet or discharge passage 16, which as shown in FIG. 2 leads downwardly from a conventionally tapered valve seat 16 to a downwardly somewhat convergent choke portion 16 of the passage, is eccentric to the axis a of the nose portion 0 for the sake of accommodating a substantially unrestricted vapor vent passage portion 21 described below. The choke portion 16 of the discharge passage 1'5 may be formed in an inserted sleeve as shown or otherwise and the amount of restriction is selected in rela tion to the effective high flow valve area to provide a desired back pressure such that the total pressure pickup signal system to be described shall function with negligible lag.

SIGNAL PRESSURE CIRCUITS General) The present fuel dispensing assembly (detachably associable nozzle unit N and adapter unit A) contains passages constituting two open circuits, respectively for primary and secondary shutdown signal transmitting fluid, the passages of each circuit being formed partly in the nozzle unit N and partly in the adapter unit A. Two pairs of sealing rings (e.g. O-rings), each pair having a sealing ring in common with other pair as illustrated in FIG. 2, are operative during the fueling cycle to isolate the necessary fluid transfer areas of the nozzle unit N and the adapter unit A axially of the nose portion 0 of unit N. For convenience the nozzle body portions, sealing rings and passages which are involved in the secondary shutdown fluid circuit will be described first, or ahead of the primary shutdown circuit passages and associated parts.

VAPOR VENT SYSTEM PASSAGES ETC.

(indicated2tl, FIG. 2) around a circular surface of the nozzle nose portion 0 and which, in the operating or fuel feeding position of the nozzle N,.cooper-ates with one pair of circular elastic seals 25 and 26, FIG. 2 (shown as 0- rings), to connect the radial passages 1%, FIG. 8, of the adapter 5 with the nozzle vent passage portions 20, 20' and 21, FIG. 2. Thus, during the fueling operation, vapor as received from the tank through the vent skirt It) is conveyed freely 'or without substantial restriction to and through the various serially connected portions of the vent passage V of the nozzle N to the terminal opening 19, FIG. 2, of the handhold section 19. S The vented vapor can at this point be exhausted into the atmosphere, as through a suitable fire stop or spark arrester, not shown; or the vapor can be carried, as through a small flexible tube 19", FIG. 1, parallel to filler tube 15 (as by a s-iamese or other dual hose construction) to any and 6, contains a lateral (shown horizontal) !bore 27 leading to a counterbore 28 which, in coopenationwith a rigid O-ring-equipped, disc-like slidable piston assembly 29 and aflexible diaphragm 39 between housing section 17. and the main section C constitutes a generally closed expansible chamber D hereinafter usually-referred to as the diaphragm chamberQ. Duringthe fueling operation, (control valve CV open) fuel at the total pressure pickup iPg-against the. in retaining the plug'on its seat, :once the float valve port:

'The plug 350i the movement [along the 21315 w, relatively telescoping portion 42 of the cylinder i sealed inja bore and counter-hereof mainbody section CT Pitot tube apparatus P (FIGS. 2 and 5) having its inlet disposed beyond a convergent tubular portion of passage 15 upstream from the control valve CV (and as part of the primary shutdown fluid circuit system described later) is arranged to be diverted, in part, to the diaphragm chamher D .and in part to signal eifecting valves in series as will be described.

The diaphnag-m 3b is connected for actuation of a control valve tripping mechanism assembly S, FIGS. 2, 6 and 7, Whose components are located principally in the tubular chamber 14:: above the control valve CV.

Linkage of mechanism S, connected with the diaphragm 39, is also arranged to be actuated (through operation of piston 29) in response to the occurrence of abnormally high (usually liquid) pressure (emergency signal) in the vent passage V for causing shutdown. The performance of both shutdown mechanisms will be. recapitulated or summarized herein under a heading: Operation.

POSITIVE PRESSURE SIGNAL SYSTEM (PASSAGES ETC.)

V The pressure pickup tube 38a, FIGS. 2 and 5, communicates with the diaphragm chamber D through an When the nozzle N is detached frorn'the adapter 25- sembly A the vertical passage 3430 is closed at the region adjacent the peripheral groove 3% by operation of a spring loaded conditioner valve CP (for conditioning pressure) shown in large scale in FIG. '4. The plug assembly CP thereof (FIG. 4), normally closing the port C can be opened by a frusto-conicalcamming surface 11a on the inner adapter part or member 7. When the nose portion 0 of the nozzle has been inserted into operating position in the adapter the valve. CP must be opened. The discharge port CP" of conditioner valve mechanism CP, asbest shown in FIG. 8, communicates through the peripheral groove 3nd of nozzle-portion O with a radial hole 3% in the inner adapter part 7 leading to a circumferentially isolatedspace 3th (right FIG. 2 only) which is in continuous communication with a U-shaped tube30g connected to discharge total pressure pick-up fluid to a float valve FV so long as the float thereof, -identified F,

'is in'its open portion as illustnatedin FIG. 2, being closed only Whenthe fuel being supplied to the tank 2 reaches the a desired level. g v P Ball type plug 33 1 of the float valve mechanism FV is. freely swingably suspended viaits S'LCIHfIQIIIQ. suitable i float-connected lever 33b pivotally carriedby a mounting frame 330 attached to the standpipe 8. Frame33c carries ally indicated S in FIGS. 2 and 6.

or so as to close the bottom of the chamber 14a which is formed in the tubular body portion C" above the valve chamber. An inner tubular portion 38 of cylinder member 41 forms a guide -for.the stem 36 and contains suitable sealing packing 38 around the stern. A loading spring 4% between the piston and cylinder members 40* normally holds the plug 35 on its seat 16'.. Openings 41' in the outer or sleeve portion of the cylinder 41 are proportioned to enable desirable retardation or regulation- VALVE rmP iNo ETC. MECHANISM s.

The control valve mechanism includes a valve-tripping and lever-fulcrum-control-positioning mechanism gener- The principal components of tripping mechanism S are suitably supported and guided between two generally circular or disc like mounting bracket members 45 and 46 above and/or attached to dashpot cylinder 41. The special section shading of member 45 is intended to indicate low friction material such as Teflon, (trademark). Inthe closed position of valve plug 35 a roller 48 carried by parallel arms of a valve latch yoke Sit, supported in suitable guideways 51 and 52 in the mounting members 45 and 46, is held by a spring in contact with the valve stem 36- above a low flow notch 53 in the valve stem. Therebelow the engaged is around stern has a high flow notch 54. g

If the valve stem is lifted by the valve control lever 15 appropriate distances, the roller 48 and latch yoke 50' Will thereby hold the control valve CV open under action of the latching spring 50. The term low flow as applied to the flow notch 53 is only applicable to closed pressure refueling; since the rate of feeding when the notch 53 is g.p.m., or more than twice the maximum rate for open-vented, tank-filling operations as in filling stations. Engagement of the high flow notch 54 by the roller tS willat least double the rate of fuel flow into the tank (e.g., 120 g.'p.m.) l

As will be evident from FIGS. 2 and 6, opening of the I control valve by manipulation the control valve lever a two part fitting 33d coupled to the U-shaped tube 30g;

Thefitting- 33d has a downwardly facing valve designed to besealed by the plug 33a in responseto the plug being lifted .by the float TE toterminate the refuelingcperation. Thereby the stream of fuel being'ejected from the tube plug 33a is in a direction to aid thefloat has been closed. n p y I v CONTROL VALVE MECHANISM N OPERATING LINKAGE f' v main o'r' control valve cv, FIG. 2,. and its manually operated stem. 36 are supported for a'of the conical valve .seat

16 and-contiguousdischarge passage 16, principal-lyby mounted in the valve chamber VC on said aids A head member 4 1 is suitably fixed and -75 'dash pot constituting, piston and" f cylinder members scan-d 41 of generally well known form I 56 counterclockwise as shown vroller 55, infthe position of its supporting lever 56 shown 'inFIG. 2, can abut a notch 14 of the valve control lever and aflow the valve stem 36 to be lifted by operation of M depends upon the position of .the fulcrum-establishing roller 55 shown as carried by a lever 56 pivoted to the mounting bracket member has albiasing torsion spring 591' tending to move the lever in FIGS. 2 and 6,. The

said lever.

v As best shownin FlG. "6, a valve rode} slid ab le in a fixed supporting bracket or bushing biasing spring :64" has a head guideways of the mounting members s5 and 46. The valve trip rod is suitably secured to the llc xible diaphpagm 3d by.v

' as evidentfrorn FIGS. 2

shown in FIG. 2)

a nut and Washer "assembly 62 and 6; and the abuts the emergency shutdown piston 29 (position of parts Assuming a condition of negligible pressure in the diaphragrn chamber'D,1such will allow the spring 64 to with drawacarn portion 66 otthe valve trip 'r'od 62 away from adepending talilportion, 56 of the fulcrum supporting lever SQSQ itllat said lever will-be swung by its spring 519 into the illustrated- ,valve-control-lever-fulcmmsestab lishing. position thereotshown in FIG. 2, thus enabling a and 41' 46 as on a pin 58 and which 6 .1fm a pww d portion 62 movable in the.

biasing spr ng 64 acting throughlthe nut vand Washer assembly 62" of the diaphragm assembly tends to move the valve trip-rod '62 to the right until it 7 fuel-feeding operation to be initiated manually. On the other hand if a predetermined amount or" pressure sutficient to overcome the biasing force of the spring 64 exists in the diaphragm chamber D, such will prevent or terminate the fueling operation. Such termination, as will be reviewed later under OPERATION occurs in event either the float valve FV FIG. 2 or the conditioner valve C P FIG. 4, in series with the float valve, becomes. closed. FIG. 6 shows the head 62' or" the valve trip red as in position to abut the parallel arms of the valve latch yoke 59 to enable leftward movement of said yoke to its illustrated position. Such abutment and resultant release of the valve stem 36 by the latch roller 43 occur when there is such predetermined substantial pressure in the diaphragmchamber D at a time when the valve latch yoke has been retaining the valve stem 35 in either raised, flowestablishing, position. In other words pressure in chainber D on the diaphragm sufficient to overcome the force of the valve trip rod biasing spring 64 will release or trip the control valve latch mechanism S and allow the control valve CV to close.

MANUAL (OVERRIDING) SHUTDOWN w The stem 70 of the manual control or release button 11?.

FIGS. 1 and 2 extends through a non-vapor-flo .v-obstruct ing guide portion '71 in the vent section 18 of the body and has a normal-position-establishing, enlarged diameter portion 72 the lower reduced diameter terminal of which has a conical or bevel face '74- thereon in position to make control-valve-tripping contact with a cam surface 75 on the valve latch yoke Tripping occurs when the stem 7% of the button 12 is depressed against the force of a returnspring 79s at a time when the control valve stem 36 is being supported solely by the latch yoke roller 48 in engagement with one of the notches 53 or 54 of the valve stem. The slot 77, FIG. 2, in the tubular casing portion C through which the control valve lever 14 extends can be closed, to protect the trip etc. mechanism S, by a flexible boot (not shown) or an equivalent dirtexcluding arrangement around the lever.

NOZZLE AND ADAPTER COUPLING LATCH ASSEMBLY L As previously mentioned, the manual-control-button operated linkage L FIG. 2 under the vent cap section 38 is connected to release the latching mechanism L between the nozzle portion 0 and the adapter 5 (FIGS. 2 and 3) at completion of the fuel refilling operation cycle. 1e mechanism L, as shown, includes a plurality of evenly circumferentially spaced latch pawls 8t} (one shown) which occupy respective radial guide spaces 85 (see FIG. 3) in an outer sleeve portion or guide skirt 81 around the nozzle portion 0 and rigid therewith. The skirt 81 has an annular head portion 81' secured'to a narrow flange O of, nose portion 0, and has an upwardly converging inner surface portion serving to align the latch pawls 8%) with a beveled cainming surface 82c (cf. FIG. 8) on the top of theadapter 5 for self-locking engagement of the latch pawls 30 in the peripheral groove 82 of the adapter during application of the nozzle unit thereto.

The working spaces for the latch pawls 3b are only slightly wider than the latch pawls circumferentially of the head portion of the skirt 8.1; and all of the latch pawls are pivotally carried on a single free floating wire ring 84. The latch pawls 80*, as shown, are bell cranks having radially outwardly extending arms 86' supported by the pivot ring 84 in contact with an inwardly extending annular rib S7 of a releasing sleeve 38 which carries loading springs 86 bearing downwardly on the respective arms 80'. Releasing'sleeve 88 slides vertically on the guide skirt 81, and its latch-pawl-releasing rib 87 is shown in FIG: 2 in a lowered or normal position as against a suitlugs 8% thereon (one shown in FIG. 3) connected to vertical leg portions 91' of an inverted U-shaped or baillike lifter devicehll. The leg portions 91 (one partially shown in FIG. 3) extend through guide tubes 92 (one shown in FIG. 1) from a lever 9t), FIG. 2, pivoted on the under side of the vent cap section'lti and connected with the enlarged diameter portion 72 of the release manual button stem 74?. Thereby downward pressure on the release button 12 (e.g. in tripping the control valve CV as described earlier) simultaneously operates the latch'connected sleeve 88 as necessary in order to release the nozzle unit N from the adapter assembly A.

OPERATION (Summary) Assuming the attendant or operator in charge .of the refueling operation has connected the filler hose 15" to a supply tank and has started the delivery pump thereof; has adjusted its regulator for operation of the pump to deliver fuel to the nozzle N at a desirable rate to be delivered to the receiving tank 2 through the nozzle control valve CV, and that the nozzle portion 0 has been properly seated in the neck 11 of the adapter 5 (thus opening conditioner valve CP of the primary shutdown signal control system), the biasing spring 64 of the flexible diaphragm will then have thrust the valve trip rod 62 to its FIG. 2- illustrated position, so that the fulcrum roller will be in position to support the fulcrum end of the control valve lever to enable the operator to lift the handle end of the lever and open the control valve. The roller 43 of the valve latch yoke 50, FIGS. 6 and 7, will thereby be moved by spring 569 so as to hold the control valve 36 in its selected raised position (in-flow notch 53 or 5d). The control valve lever can now, optionally, be released by the operator; and flow at the selected rate will continue to take place automatically. Meanwhile air and vapor from the top of the tank 2 will be vented freely through nozzle N as received from the interior of vent skirt '16 provided the vent hose 19 and passages leading thereto are not restricted.

When the fuel supplied to the tank reaches and lifts the float F of the primary shutdown signal producing means FV, sealing the fioat-valv'e-connected tube Stlg, the continuing supply of fuel through the P5 system 3lla3llg will build up pressure in the diaphragm chamber D. The increased pressure in the chamber D forces the flexible diaphragm 30 and connected trip-rod 62 toward the left sufiiciently to move the valve latch yoke St} and its. roller 48 out of the engagedfiow-rate-selecfing notch'in the.

control valve stem 36. That causes shutdown of the control valve CV by operation of the valve loading spring 46', completing the normal filling cycle;

able-stop shoulder 89 7 (FIG. 3) of the. head portion of g i the guide skirt. For latch releasing operation as a func The operator then removes the nose portion 0 of the nozzle from the adapter 5 and replaces the earliermentioned adapter cap (not shown).

If for'any reason any portion of the linkage on the float valve mechanism FV fails or jamswand fuel therefore continues to be supplied to the tank 2 after sealing of the lower end of the vent skirt 10, fuel will be forced through the vapor vent passages 16a, lllb and 21 to the main vent passageV of the various nozzle body sections. Meanwhile a sealed body of compressible'fluid (air or vapor) accumulates in the air dome around the vent skirt it to protect. the tank from being suddenly subjected to impact by incompressible fluid, as could occur in the absence ofsuch vent skirt. I

' Since the vent passage V and'connected bore of the vapor disposal tube 19*FIG. 1 (if such is used) are designed with only suflicient average cross sectional or transverse passage area for conveyance of vapor from the 'tank 2 at asafe rate (i.'e.,*unlikely to generate dangerous static electrical potential) pressure of the fuel-(as in 'the vent section 17 containing the piston cylinder entrance bore-27)"' will i'iseveryrapidly, quickly. forcing the emer- J gency orsecondary shutdown piston 29, via the diaphragm ducing means.

the control valve latching vapor passage segments of both units in the event of failure or malfunctioning of said primary signal pro- '9. In a closed pressure liquid fueling system employing a filling nozzle unit having a spring loaded control valve and latching means connected to operate to hold the valve in an open position, the improvement comprising a fuel receiving tubular adapter unit on the tank arranged matingly to engage and seal against the nozzle unit in pre'parin the system for operation, a fluid motor on the nozzle unitoperatingly coupled to the latching means to trip or release it, an operating pressure supply of fuel connected to said fluid motor and having an inlet exposed in the duel path through the nozzle upstream tfrorn the control valve and a branch passage leading through the adapter unit, a normally open valve communicating with said branch passage, and tank-levelresponsive means connected to close the last mentioned valve and cause latch-releasing operation of the fluid motor. 7

10. In a closed pressure liquid fueling system employing a filling nozzle unit having a spring loaded control valve and latching means operative to hold the valve in an open position, the improvement comprising a fuel receiving tubular adapter unit on the tank arranged matingly to engage the nozzle unit in preparing the system for Operation, a fluid motor on the nozzle unit coupled to the latching means to trip or release it, an operating pressure supply of fuel connected to said motor and having an inlet exposed in the path for fuel through the nozzle upstream from the control valve and a branch passage leading through the adapter unit to a tank-leve'lresponsive, normally opcnvalve to close that valve and cause latch releasing operation of-the motor, a; ven t passage in the'adapter unit sealed thereto and projecting below the top or they-tank to trap-a compressible body of fluid, as of air or vapor in the tank when or if the liquid fuel levclrises above said normally open :valve,

serially connected vapor vvent passages in the adapter. unit and nozzle unit communicating with the, interior of the vent passage,- a fluid motor device exposed to pressure in the'vent passage of the nozzle unit, said last mentioned motor device being operatingly connected to trip determined pressure in the nozzle vent passage.

11. In combination With a filling nozzle unit of the type described having a nose portion of circular cross means as a tfunction of pre-..

12 1 position so as to shut off the branch passage when the nozzle unit and adapter unit are separated, the interior of the adapter hav ng a releasing surface portion disposed for operation to open the conditioner valve When the nose portion of the nozzle unit enters the adapter uroat to a predetermined position.

12. In a closed pressure fueling system and apparatus, a fuel dispensing nozzle unit having a spring loaded control valve and latching means operative to hold the valve open, a duel-receiving tubular adapter unit (f0)? attachmerit to a tank, said units having complemental passage 1 segments for fuel conveyance sealed around mating sursection a tankadapter having a receiving throat portion -operatingly mating the 'nose portion of the nozzle, a control valve on the nozzle manually operable to open position and having automatically operating latch ing means to hold the valve open, a fluid motor operatingly connected to the latchingmeans to trip it, a supply source-of pressure fluid for the motor, a passage connectingsaid source and a pressure chamber of the motor, a branch passage communicating the motor with a peripheral groove around the nose portion and having an outletleadin-g through the adapter unit to a fuel-levelresponsive normally open signal valve, and a conditioner valve in said branch passage spring loaded to a closed face portions of the units during the fueling operation, spring loaded latching pawl on the nozzle unit movable into locking engagement with a peripheral shoulder extending around the adapter unit, an operating sleeve movableaxially on the nozzle unit, operatingly connected to the latching pawl or. pawls to release it, fluid pressure operated means adapted to release the control valve latching means to enable the control valve to be closed, manually actuated means operable on the control valve latching means to override the automatic control and cause fuelsupply shutdown, and a mechanical operating connection between the manually actuated means and the operating sleeve of the latching pawl and functioning to release it as a function of such manual shutdown operation.

13. A closed pressure fuel dispensing system wherein a fuel dispensing nozzle and a tank adapter to which the nozzle is detachably seal-ed during the fuel dispensing operation provide separate generally parallel unidirectional open circuits conducting, respectively, a large quantity of fuel for tank supply and a small quantity of fuel for nozzle shutdown operation, nozzle shutdown motor mechanism connected and arranged for operation by fluid in the small quantity circuit in case flow therethrough is interrupted, fuel-level-responsive means for automatically interrupting such flow, said nozzle and adapter cooperating to provide a normally unrestricted flow circuit for vapor displaced from the tank by incoming fuelandiadapted to contain and conduct liquid fuel in event of overfilling' of the tank, the vapor flow circuit being operatingly parallel to the fuel 'circuits but in the opposite direction, and nozzle shutdown motor mechanism operated by fluid pressure in the vapor flow circuit.

14. The system according to claim 13 including a manually opened fuel dispensing control valve having an References Cited in the .flle of this patent UNITED STATES PATENTS 2,011,393 Bradley Aug. 13, 1935 I 2,298,801 1 Meyer Oct. 13, 1942 2,326,251 Piquerez Aug; 10, 1943 2,456,044 Biermann Dec. 14, 1948 "2,489,028 Graham et a1. Nov. 22, 1949 2,547,690 Chadil et' al. I Apr. 3, =1951 2 ,843,162 Stoyke et a1. July 5, 1958 2,929,417 'Mosher Mar. 22, 1960 

1. A LIQUID DISPENSING SYSTEM COMPRISING, A NOZZLE HAVING INLET AND OUTLET PASSAGES JOINED THROUGH A VALVE CHAMBER, A SELF CLOSING CONTROL VALVE IN THE CHAMBER, MANUALLY OPERABLE MEANS CONNECTED AND ARRANGED FOR OPENING THE CONTROL VALVE, A SPRING LOADED LATCH MECHANISM ACTING TO HOLD THE CONTROL VALVE IN AN OPEN POSITION, A FLUID MOTOR HAVING A PRESSURE CHAMBER AND DISPLACEMENT MEMBER MOVABLE THEREIN AND OPERATINGLY ARRANGED TO TRIP THE LATCH MECHANISM, MEANS FORMING A MOTOR-OPERATING LIQUID PASSAGE HAVING AN INLET COMMUNICATING WITH A SPACE WITHIN THE NOZZLE INLET PASSAGE CONTAINING INCOMING LIQUID TO BE 